Railway vehicle underframe construction



Jan. 3, 1967 J. W. BORGER RAILWAY VEHICLE UNDERFRAME CONSTRUCTION 5Sheets-Sheet 1 Filed Feb. 15, 1965 l-NVENTOR JACK w. BORGER mfl h ATT'YJan. 3, 1967 w, BORGER 3,295,465

RAILWAY VEHICLE UNDERFRAME CONSTRUCTION Filed Feb. 15, 1965 5Sheets-Sheet 2 1 INVENTOR JACK W BURGER BY M ATT'Y Jan. 3, 1967 J. w. BORGER RAILWAY VEHICLE UNDERERAME CONSTRUCTION 5 Sheets-Sheet 5 FiledFeb. 15, 1965'.

I II III 1/ INVENTOR JACK W BURGER ATT'Y United States Patent 3,295,465RAILWAY VEHICLE UNDERFRAME CONSTRUCTION Jack W. Borger, Chicago, Ill.,assignor to Pullman Incorporated, Chicago, 11]., a corporation ofDelaware Filed Feb. 15, 1965, Ser. No. 432,725 2 Claims. (Cl. 105-414)The present invention relates to railway cars and more particularly to anew and improved underframe for a railway passenger car.

It is an object of the present invention to provide a new and improvedunderframe of minimum weight and construction so that the longitudinalforces adapted to be applied at one end of the car are transmittedthrough the length of the car in a manner preventing failure causingforces from permanently deforming the car body except locally at the endto which the force is applied.

It is a further object to provide a railway car underframe in which endframes at each end of the car and including bolsters and the end sillsare constructed so as to be freely deflectable relative to floorsupporting structure mounted intermediate the length of the car betweenthe bolsters.

It is a further object to provide -a railway car underframe in which thesection of the car intermediate of the bolsters is provided with a floorsupport which is floatably connected between the bolsters so as to besubstantially isolated from the forces of impact applied at the ends ofthe car.

It is still another object of the invention to provide a railway carunderframe with end frames each including a bolster and an end sillwhich are constructed and arranged so that the end sill and bolstersconcurrently and proportionally share the stresses transmitted to thecar upon impact at one end and wherein the end sill is formed with asector capable of localized bending in the form of elastic deformationso that upon an impact tending to cause the bolster to fail the end sillis subject to bending beyond the elastic limit and thereby to isolatethe failure causing load at the end sill.

In the drawings:

FIG. 1 is a top plan view of an underframe fora railway passenger carand embodying the construction of the present invention.

FIG. 2 is a fragmentary plan view of the end frame at one end of therailway car shown in FIG. 1.

FIG. 3 is a cross sectional view taken generally along the lines 3-3 ofFIG. 2.

FIG. 4 is a cross sectional view taken generally along the lines 4-4 ofFIG. 2.

FIG. 5 is a cross sectional view taken generally along the lines 55 ofFIG. 2 and showing in particular the manner in which the side sill isconnected to the end sill.

FIG. 6 is a perspective view of a floating connection of the floorsupport stanchion at the inner face of the bolster.

FIG. 7 is a cross-sectional view taken generally along the lines 77 andshowing the typical connection of the intermediate longitudinal floorsupport members between the cross-bearers of the underframe.

Referring now to the drawings there is shown an underfi'ame 10 of arailway car of the type employed for passenger cars such as transitcars. The underframe 10 comprises generally a pair of side sills 11extending Patented Jan. 3, 1967 and 3 include generally an end sill 16which is fixed to the terminal ends of the side sills 11. Intermediatethe ends of the end sill, there is fixed one end of a center sill 17 ofwhich the other end is fixed securely to the respective bolster 12.

The floor support structure includes longitudinally extending members 18and 19 which are fixed intermediate the ends of transversely extendingcross-bearers 21. The cross-bearers 21 are fixed at the respective endsto the side sills 11. The outer longitudinally extending members 18adjacent the respective bolsters 12 are floatingly connected to thebolsters 12 so that the impact stresses are not transmitted between htebolsters, as more fully to be explained hereinafter.

The end sills 16 each include a top plate 22 and a bottom plate 23vertically spaced therefrom. Connecting the top and bottom plates 22 and23 adjacent the outboard edge thereof is a vertical plate 24. A verticalplate 26 is spaced forwardly of the rear edges of the top and bottomplates 22 and 23 and inwardly of and substantially intermediate the sidesills 11. As shown, the top and bottom plates 22 and 23 are formed toprovide a center section or sector 27 of greater Width than the outerends which are connected to the side sills 11. Provided in the centersection 27 of each of the plates 22 and 23 is a cut-out 28 which isbounded along the lateral edges by a pair of vertical plates 29extending longitudinally of the car and fixed along the leading edge tothe outboard vertical plate 24 and at its inner edge to the inboardvertical plate 26. The top and bottom plates 22 and 23 may be formedwith openings 31 and 32 for accommodating end posts and the like adaptedto be supported on the end sill 16. Fixed to the outboard vertical platemay be a pair of anti-climber plates 33 which may be of more or lessconventional structure.

The section or sector 27 of the end sill 16 with the cut-out 28 of whichthe outboard edge of the latter is spaced from the leading edge of theend sill such that this portion of the end sill 16 is subject to a localbending in the form of elastic deformation upon the application of :animpact to the leading edge. This sector 27, therefore, provides an areaof high energy absorption. In addition, it is to be noted that the endsill 16 is contoured so that the end sill 16 is also subject to a highover-all bending capacity; that is to say, the end sill 16 isconstructed to have a relatively high spring rate compared to thestructure of the bolster 12.

The bolster 12 as shown in FIGS. 2 and 3 is formed as a substantiallybox-like member to provide a rigid and stifl" structural component andincludes a top plate 34 and a vertically spaced bottom plate 36 whichare connected by longitudinally spaced vertical webs 37 and 38. The endsof the bolsters 12 are suitably fixed to the side sills 11. a

Fixed as by Welding to the outboard web 38 ofthe bolster 12 is thecenter sill 17 including a pair of longitudinally extending channelmembers 39 connected as by welding at one end to the bolster verticalweb 38 and at the other end to the end sill plate 26. The channel member39 serves primarily to transmit and distribute the impact forces appliedon the end sill 16 to the bolster 17.

Extending longitudinally as shown in FIGS. 2 and 4 and intermediate thechannels 39, is floor support member 41 formed to provide a horizontalweb 42 upon which the floor structure is adapted to be supported. Thefloor support member 41 may include downwardly depending flanges 43 forimparting stiffness to the member 41. The member 41 is connected at itsoutboard end to the leading edge of the end sill top plate 22 as bywelding and at its inner end the horizontal web 42 is out away and theends of the vertical flanges 43 are fixed to the outboard web 38 ofbolster 12. A draw bar plate 44 is disposed intermediate the bolster 12and the end sill 16 and is seated within a cut-out section 46 of thehorizontal web 42. The draw bar plate 44 may be fixed at the ends to thevertical webs 57 of the channels 39. It is to be not-ed that the upperhorizontal flanges 48 of the channel members 39 are coplanar with thetop surface of the draw bar plate 44 so as to provide a smoothuninterrupted surface for supporting the floor members (not shown)there- As shown in FIG. 1 the left end frame 13 of the underframe has afloor supporting structure including two transversely extending members49 which are fixed at their ends to the center sill channels 39 andsupported intermediate thereof by the longitudinal floor support member41. The floor supporting structures at both end frames 13 do notcontribute any substantial strength to the center sill particularlyinsofar as transmitting stresses between the end sills 16 and bolsters12.

Referring .now in particular to FIGS. 2 and 5, the side sill 11 whichmay be spliced in theend frame 13 of the underfr ame and is formedessentially of a channel member including a horizontal web 51, adownwardly depending vertical web 52, and a lower horizontal web 53 ofsomewhat shorter length than the upper horizontal length 51. The end ofthe side sill 11 abuts against a reinforcing plate 54 and is fixedthereto as by welding. The reinforcing plate 54 extends and is fixedbetween the upper and lower plates 22 and 23 of the end sill 16 andrigidifying the connection is a gusset plate 56 which is fixed betweenthe inner edge of the reinforcing plate 54 and the outboard verticalplate 24. Each corner side sill 11 is rigidly secured to the end sill 16so as to be capable of transmitting and receiving forces imposed on theend sill 16. The remainder of the side sill 11 extending in- -.wardlyfrom the corners may be of a suitable configura- As shown, the plates 29bounding the cut-out sector 28 are fixed to the end sill 16 insubstantial alignment with the vertical web 57 of the channel members 39of the center sill 17. At the bolster 12 there are provided twolongitudinally extending plates 58 which are disposed between webs 37and 38 of the bolster and in alignment with the vertical web 57 of thechannels 39. In this manner the plates 58, vertical webs 57 andplates 29provide a substantially continuous stress transmitting and absorbingcenter sill member extending from the inboard side of the bolsteroutwardly to the outboard face of the vertical plate 24.

As shown in FIGS. 1 and '7, the intermediate floor support structure 14comprises a plurality of lengthwise spaced and transversely extendingcross-bearers 21 which may be substantially channel shaped sectionincluding a -vertical web 59 from the upper and lower edges of whichwebs 64 and-65 abut the web 59 of the cross-bearer 21.

-In accordance with the present invention outer longitudinal members 18extending between outermost of the cross-bearers 21 and the inner wallor web 37 of the bolster 12 are floatingly connected at one end to theinboard face web 37 of the bolster 12 and the other end is rigidlysecured to the cross-bearers 21. As shown in FIG. 6, there is fixed asby welding to the underside of the overhanging flange of the top plate34 of the bolster 12 a pair of transversely spaced and verticallydisposed plates 66 which are also fixed as by welding to the inboardface 37.

Fixed across the bottom edges of the plates 66 is a base plate 67 whichforms with the overhanging ledge and the vertical plates 66 a pocket 68.Disposed within the pocket 68 is the outboard end of the longitudinallyextending support member 18 which is cut-out along its upper edge sothat the lower horizontal flange 69 and vertical flange 71 are slidableon the base plate 67 and.

two bolsters 12. In the absence of a substantial load.

being transmitted through the floor support structure, it is possible toutilize the minimum strength structure shown. This results in thereduction of the over-all weight of the car.

As stated above, the bolster 12 and end sill 16 share the loadproportionally in accordance with their design capabilities. the sector27 including the opening 28, is deflectable with some elasticdeformation to absorb a portion of the kinetic energy of the impact. Atthe same time the end sill 16 has an over-all bending capacity greaterthan the bolster 12 so as to absorb further energy of the impact force.This ability of the end sill 16 to absorb a portion of the kineticenergy materially reduces the stresses transmitted through the length ofthe car and to the adjacent bolster 12. The kinetic energy is absorbedby the end sill 16 concurrently with the transmission of the load to theadjacent bolster which is of greater stiffness and rigidity than the endsill 16.

If the impact force is of a magnitude such that the proportionate loaddistributed to the bolster- 12 via the side sills 11 and center sill 17would tend to cause the bolster 12 to fail, the end sill construction issuch that the sector 27 in the vicinity of the opening 28 would be bentbeyond its elastic limit. At the same time the end sill may also be bentalong its length.

the failure causing load is transmitted to the bolster that only the endframe structure may be damaged. Moreover, since the center sill 17terminates at the bolster 12 the destructive loading is not transmittedto the intermediate floor structure which is only floatingly attached tothe bolster 12 by way of the longitudinal floor support member 19slidably disposed within the pocket- 68.

Thus, substantially all the damage to the car upon a severe impact isisolated at the end frame so that only this portion ofthe car need berepaired. The remainder 1 underframe and fixed to the outer faces of therespective ones of said bolsters and extending outwardly toward therespective ends of said underframe, an end sill connected to therespective ends of said side sills and center sills so that the impactload adapted to be applied on the end sill 1s proportionally distributedbetween said end sill and said bolsters, means mounted on at least oneof said center sills between said end sill and said bolster forconnecting a draw bar thereto, said end sill having a cut-outintermediate the ends thereof in alignment with said center sill toprovide a sector subject to localized bending in the form of elasticdeformation and said end sill having an over-all bending capacity higherthan said bolsters to provide a high energy absorbing member which uponan Moreover, the end sill 16, provided with It should be. evident sincesuch crushing or destruction occurs before impact tending t-o distributea failure causing load to said bolster is subject to bending beyond theelastic limit so that said failure causing load is isolated at said endsill.

2. A railway car underframe structure comprising a pair of laterallyspaced and lengthwise extending side sills, a pair of lengthwise spacedbolsters extending transversely between said side sills and fixedthereto inwardly of the ends of said underframe, a center sill at eachend of the underframe and fixed to the outer faces of the respectiveones of said boltsers and extending outwardly toward the respecitve endsof said underframe, floor supporting means disposed between said sidesills andtthe inner faces of said bolsters, said floor supporting meansincluding a longitudinally extending means, means fioatingly supportingthe ends of said longitudinally extending means on said bolsters so asto isolate said center floor support from the load on said bolster, andan end sill connected to the respective ends of said side sills andcenter sills so that the impact load adapted to be applied at said endsill is proportionally distributed between said end sill and saidbolsters, said end sill having a cut-out section between the leading andtrailing edges to provide a sector subject to local bending in the formof elastic deformation and having an over-all bending capacity higherthan said bolsters to provide a high energy absorbing member which uponan impact tending to distribute a failure causing load to said bolsteris subject to bending beyond the elastic limit so that said load isprecluded from being distributed to said bolster.

References Cited by the Examiner UNITED STATES PATENTS 1,080,024 12/1913 Stevens et al -402 2,219,286 10/ 1940 Anderson et al 105-4022,801,597 8/1957 Ecofi 105-414 3,138,118 6/1964 Dean 105-3925 ARTHUR L.LA POINT, Primary Examiner.

DRAYTON E. HOFFMAN, Examiner.

1. A RAILWAY CAR UNDERFRAME STRUCTURE COMPRISING A PAIR OF LATERALLYSPACED AND LENGTHWISE EXTENDING SIDE SILLS, A PAIR OF LENGTHWISE SPACEDBOLSTERS EXTENDING TRANSVERSELY BETWEEN SAID SIDE SILLS AND FIXEDTHERETO INWARDLY OF THE ENDS OF SAID UNDERFRAME, A CENTER SILL AT EACHEND OF THE UNDERFRAME AND FIXED TO THE OUTER FACES OF THE RESPECTIVEONES OF SAID BOLSTERS AND EXTENDING OUTWARDLY TOWARD THE RESPECTIVE ENDSOF SAID UNDERFRAME, AN END SILL CONNECTED TO THE RESPECTIVE ENDS OF SAIDSIDE SILLS AND CENTER SILLS SO THAT THE IMPACT LOAD ADAPTED TO BEAPPLIED ON THE END SILL IS PROPORTIONALLY DISTRIBUTED BETWEEN SAID ENDSILL AND SAID BOLSTERS, MEANS MOUNTED ON AT LEAST ONE OF SAID CENTERSILLS BETWEEN SAID END SILL AND SAID BOLSTER FOR CONNECTING A DRAW BARTHERETO, SAID END SILL HAVING A CUT-OUT INTERMEDIATE THE ENDS THEREOF INALIGNMENT WITH SAID CENTER SILL TO PROVIDE A SECTOR SUBJECT TO LOCALIZEDBENDING IN THE FORM OF ELASTIC DEFORMATION AND SAID END SILL HAVING ANOVER-ALL BENDING CAPACITY HIGHER THAN SAID BOLSTERS TO PROVIDE A HIGHENERGY ABSORBING MEMBER WHICH UPON AN IMPACT TENDING TO DISTRIBUTE AFAILURE CAUSING LOAD TO SAID BOLSTER IS SUBJECT TO BENDING BEYOND THEELASTIC LIMIT SO THAT SAID FAILURE CAUSING LOAD IS ISOLATED AT SAID ENDSILL.